JP5379747B2 - Outboard motor control device - Google Patents

Abstract

In an apparatus for controlling operation of an outboard motor having an internal combustion engine and transmission, it is configured to determine whether acceleration is instructed to the engine by an operator when the gear position is the second speed, detect a slip ratio of a propeller based on theoretical velocity and actual velocity of a boat, control a throttle opening to suppress increase in the slip ratio when the acceleration is determined to be instructed, and change the gear position from the second speed to the first speed when the slip ratio is equal to or less than a first predetermined value and the change amount of the slip ratio is equal to or less than a prescribed value. With this, it becomes possible to appropriately control operation of the engine and the transmission during acceleration, thereby improving the acceleration performance of immediately after acceleration start.

Description

  The present invention relates to an outboard motor control apparatus, and more particularly to an outboard motor control apparatus including a transmission.

  In recent years, in outboard motors, a technology has been proposed in which a transmission is inserted into a power transmission shaft that transmits power from an internal combustion engine mounted on the propeller to shift the output of the internal combustion engine and transmit it to the propeller. (For example, refer to Patent Document 1). In the technique described in Patent Document 1, when the throttle lever is operated by the operator to accelerate the ship, the transmission gear stage (speed ratio) is changed from the second speed to the first speed, and transmitted to the propeller. It is comprised so that the acceleration performance may be improved by amplifying the generated torque.

JP 2009-202796 A

  However, the propeller immediately after accelerating in response to the operation of the throttle lever is easy to rotate around by enclosing air bubbles generated in the vicinity thereof, and thus the gripping force is relatively weak. Therefore, when shifting from the 2nd speed to the 1st speed as described above at this time, there is a risk that the propulsive force of the ship will be reduced, leaving room for improvement in terms of improving acceleration performance.

  Accordingly, the object of the present invention is to solve the above-mentioned problems, and to provide an outboard which has a transmission and appropriately controls the operation of the internal combustion engine and the transmission during acceleration, thereby improving the acceleration performance immediately after acceleration. It is to provide a control device for a machine.

  In order to solve the above-described problem, in claim 1, the power transmission shaft for transmitting the power from the internal combustion engine to the propeller is inserted, and at least a first gear and a second gear are provided. In an outboard motor control device comprising a transmission that shifts the output of the internal combustion engine at a selected gear among the gears and transmits it to the propeller, the internal combustion engine is selected when the second speed is selected. Acceleration instruction determination means for determining whether or not acceleration is instructed by the operator to the engine, and a slip ratio for detecting the slip ratio of the propeller based on the theoretical speed and actual speed of the ship on which the outboard motor is mounted Detecting means, throttle opening control means for controlling the throttle opening of the internal combustion engine so as to suppress an increase in the detected slip ratio when it is determined that the acceleration is instructed; When the throttle opening degree of the internal combustion engine is controlled by the torque opening degree control means, the detected slip ratio is equal to or less than a first predetermined value, and the amount of change in the slip ratio is equal to or less than a specified value, Shift control means for controlling the operation of the transmission so as to shift from the second speed to the first speed is provided.

  In the outboard motor control apparatus according to claim 2, it is determined that the acceleration is instructed, and the detected second slip value is set to be higher than the first predetermined value. When it became above, it comprised so that the internal combustion engine output reduction means to reduce the output of the said internal combustion engine might be provided.

  In the outboard motor control device according to claim 3, the internal combustion engine output reduction means reduces the output of the internal combustion engine via at least one of an ignition timing and a fuel injection amount of the internal combustion engine. Configured.

  In the outboard motor control apparatus according to claim 4, when operated by a marine vessel operator, a throttle lever that opens and closes a throttle valve of the internal combustion engine, and the throttle valve at an operation position of the throttle lever is opened. And a throttle lever position change amount detecting means for detecting a change amount in a direction to be operated, and the acceleration instruction determining means is operated by the operator when the detected change amount of the throttle lever operation position is equal to or greater than a predetermined value. It was configured to determine that the acceleration was instructed.

  In the outboard motor control apparatus according to claim 1, when the second speed is selected in the transmission, it is determined whether or not acceleration is instructed by the operator to the internal combustion engine, and the theoretical speed of the ship is determined. The slip ratio of the propeller is detected based on the actual speed, and when it is determined that the acceleration is instructed, the throttle opening of the internal combustion engine is controlled so as to suppress the increase of the detected slip ratio and the detected speed is detected. Since the gear ratio is changed from the second speed to the first speed when the slip ratio is less than or equal to the first predetermined value and the change amount of the slip ratio is less than or equal to the specified value, the operation of the internal combustion engine or transmission during acceleration is performed. Thus, the acceleration performance immediately after acceleration can be improved.

  That is, when it is determined that acceleration is instructed to the internal combustion engine, the throttle opening of the internal combustion engine is set so as to suppress the increase in the slip ratio of the propeller, in other words, to suppress the decrease in the grip force of the propeller. When the slip ratio is less than or equal to the first predetermined value and the amount of change in the slip ratio is less than or equal to the specified value, it is possible to shift from the 2nd speed to the 1st speed. It becomes possible to shift from the 2nd speed to the 1st speed at an appropriate timing when the value has decreased to a relatively low value (that is, the grip force has increased). As a result, the output torque of the internal combustion engine is amplified by the transmission and transmitted to the propeller, and the speed of the ship starts to increase immediately, and the acceleration performance immediately after the outboard motor is accelerated can be improved.

  In the outboard motor control apparatus according to claim 2, it is determined that acceleration has been instructed, and the detected slip ratio is equal to or higher than a second predetermined value set higher than the first predetermined value. When the slip ratio is relatively high even though the throttle opening of the internal combustion engine is controlled so as to suppress the increase in the slip ratio, the internal combustion engine output is reduced. Since the engine output is reduced instantaneously, in addition to the effects described above, the slip rate can be reduced, in other words, the grip force can be increased, and then the slip rate is relatively low. It is possible to shift from the 2nd speed to the 1st speed at a reasonable timing. As a result, the operations of the internal combustion engine and the transmission during acceleration can be controlled more appropriately, and therefore the acceleration performance immediately after acceleration can be further improved.

  The outboard motor control apparatus according to claim 3 is configured to reduce the output of the internal combustion engine via at least one of the ignition timing and the fuel injection amount of the internal combustion engine. In addition to the above effects, when it is determined that acceleration is instructed to the internal combustion engine, and the slip ratio exceeds the second predetermined value, for example, the ignition timing is retarded or the fuel injection amount is reduced. Therefore, the output of the internal combustion engine can be reliably reduced.

  In the outboard motor control apparatus according to the fourth aspect, the change amount of the throttle lever operation position in the direction in which the throttle valve is opened is detected, and the detected change amount of the throttle lever operation position is detected. Since it is determined that acceleration is instructed by the vessel operator when the value is equal to or greater than the predetermined value, in addition to the above-described effects, it can be accurately determined that the instruction for acceleration has been made.

It is the schematic which shows the control apparatus of the outboard motor based on the Example of this invention whole including a hull. FIG. 2 is a partially sectional enlarged side view of the outboard motor shown in FIG. 1. FIG. 2 is an enlarged side view of the outboard motor shown in FIG. 1. FIG. 3 is a hydraulic circuit diagram schematically showing a hydraulic circuit of the speed change mechanism shown in FIG. 2. 2 is a flowchart showing a shift control operation, a throttle opening control operation, and an ignition timing control operation of the electronic control unit shown in FIG. 5 is an explanatory graph showing the characteristics of the throttle opening with respect to the operation amount of the throttle lever, which is used in the processing of the flow chart of FIG. 5 is a time chart for explaining the processing of the flow chart. The shift control operation, throttle opening control operation, and fuel injection amount control operation of the electronic control unit in the outboard motor control apparatus according to the second embodiment of the present invention are mainly based on differences from the flow chart of FIG. FIG.

  DESCRIPTION OF EMBODIMENTS Hereinafter, an embodiment for carrying out an outboard motor control apparatus according to the present invention will be described with reference to the accompanying drawings.

  FIG. 1 is a schematic view showing an overall outboard motor control apparatus including a hull according to a first embodiment of the present invention, FIG. 2 is a partially sectional enlarged side view of the outboard motor shown in FIG. 1, and FIG. It is an enlarged side view of an outboard motor.

  1 to 3, reference numeral 1 denotes a ship in which an outboard motor 10 is mounted on a hull (hull) 12. The outboard motor 10 is attached to the stern (stern) 12a of the hull 12 via the swivel case 14, the tilting shaft 16, and the stern bracket 18, as shown well in FIG.

  In the vicinity of the swivel case 14, a steering electric motor (actuator) 22 that drives the shaft portion 20 accommodated in the swivel case 14 so as to be rotatable about the vertical axis is disposed. The rotation output of the steering electric motor 22 is transmitted to the shaft portion 20 via the reduction gear mechanism 26 and the mount frame 28, and thus the outboard motor 10 is moved left and right (around the vertical axis) with the shaft portion 20 as a turning axis. Steered.

  An internal combustion engine (hereinafter referred to as “engine”) 30 is mounted on the outboard motor 10. The engine 30 is a spark-ignition water-cooled gasoline engine having a displacement of 2200 cc. The engine 30 is located on the water surface and is covered with an engine cover 32.

  A throttle body 36 is connected to the intake pipe 34 of the engine 30. The throttle body 36 includes a throttle valve 38 therein, and a throttle electric motor (actuator) 40 for opening and closing the throttle valve 38 is integrally attached thereto.

  The output shaft of the electric motor 40 for throttle is connected to the throttle valve 38 via a reduction gear mechanism (not shown), and the throttle valve 38 is opened and closed by operating the electric motor 40 for throttle. The engine speed (engine speed) is adjusted by metering.

  The outboard motor 10 is supported rotatably around a horizontal axis, and a propeller 42 is attached to one end thereof, and a propeller shaft (power transmission shaft) 44 that transmits power from the engine 30 to the propeller 42, and the engine 30. And a transmission (automatic transmission) 46 having a plurality of shift stages including first speed, second speed, and third speed.

  The transmission 46 includes a transmission mechanism 50 that can switch a plurality of shift speeds, and a shift mechanism 52 that can switch a shift position to a forward position (forward position), a reverse position (reverse position), and a neutral position.

  FIG. 4 is a hydraulic circuit diagram schematically showing a hydraulic circuit of the speed change mechanism 50.

  As shown in FIGS. 2 and 4, the speed change mechanism 50 includes an input shaft 54 connected to a crankshaft (not visible) of the engine 30 and a countershaft 56 connected to the input shaft 54 via a speed change gear. The output shaft 58 connected to the counter shaft 56 via a plurality of transmission gears is a parallel shaft type stepped transmission mechanism.

  A hydraulic pump (gear pump; only shown in FIGS. 2 and 4) 60 that pumps hydraulic oil (lubricating oil, oil) to a later-described hydraulic clutch and a lubricating portion is connected to the countershaft 56. The shafts 54, 56, 58 and the hydraulic pump 60 are accommodated in a case 62 (shown only in FIG. 2). The lower part of the case 62 constitutes an oil pan 62a that receives hydraulic oil.

  In the speed change mechanism 50 configured as described above, a gear arranged on a shaft so as to be relatively rotatable is fixed on the shaft by a speed change clutch. Any one of the gears is selected (established), and the output of the engine 30 is shifted at the selected gear and transmitted to the propeller 42 via the shift mechanism 52 and the propeller shaft 44. The gear ratio of each gear stage is set so that the first speed is the largest and the second speed and the third speed become smaller. Specifically, for example, the first gear ratio is 2.2, the second gear ratio is 2.0, and the third gear ratio is 1.7.

  The transmission mechanism 50 will be specifically described. As shown in FIG. 4, an input primary gear 64 is supported on the input shaft 54. A counter primary gear 66, a counter first speed gear 68, a counter second speed gear 70, and a counter third speed gear 72 that mesh with the input primary gear 64 are supported on the counter shaft 56.

  The output shaft 58 has an output first speed gear 74 meshed with the counter first speed gear 68, an output second speed gear 76 meshed with the counter second speed gear 70, and an output third speed meshed with the counter third speed gear 72. The gear 78 is supported.

  In the above description, when the output first speed gear 74 supported rotatably on the output shaft 58 is coupled to the output shaft 58 by the first speed clutch C1, the first speed (gear, gear stage) is established. The first-speed clutch C1 is a one-way clutch, and hydraulic pressure is supplied to the second-speed or third-speed hydraulic clutches C2 and C3, which will be described later, to establish the second-speed or third-speed. The first output gear 74 is configured to idle when it becomes larger than that of the first gear 74.

  When the counter second-speed gear 70 supported rotatably on the counter shaft 56 is coupled to the counter shaft 56 by the second-speed hydraulic clutch C2, the second speed (gear, gear stage) is established. Further, when the counter third speed gear 72 supported rotatably on the counter shaft 56 is coupled to the counter shaft 56 by the third speed hydraulic clutch C3, the third speed (gear, gear stage) is established. The hydraulic clutches C2 and C3 connect the gears 70 and 72 to the counter shaft 56 when hydraulic pressure is supplied, and idle the gears 70 and 72 when hydraulic pressure is not supplied.

  Thus, the coupling between the gear and the shaft by the clutches C1, C2, and C3 is performed by controlling the hydraulic pressure supplied from the hydraulic pump 60 to the hydraulic clutches C2 and C3.

  More specifically, when the hydraulic pump 60 is driven by the engine 30, the hydraulic oil in the oil pan 62a is pumped through the oil passage 80a and the strainer 82, and is discharged from the discharge port 60a to the first switching valve 84a through the oil passage 80b. The first and second electromagnetic solenoid valves (linear solenoid valves) 86a and 86b are sent through the oil passages 80c and 80d.

  A second switching valve 84b is connected to the first switching valve 84a via an oil passage 80e. A movable spool is accommodated in each of the first and second switching valves 84a and 84b, and the spool is biased to the other end side by a spring on one end side (left end in the figure). The other end side is connected to the first and second electromagnetic solenoid valves 86a and 86b through oil passages 80f and 80g.

  Accordingly, when the first electromagnetic solenoid valve 86a is energized (turned on), the spool accommodated therein is displaced, and the hydraulic pressure supplied from the hydraulic pump 60 via the oil passage 80c is changed by the first switching valve 84a. Output to the other end of the spool. As a result, the spool of the first switching valve 84a is displaced to one end side, so that the hydraulic oil in the oil passage 80b is sent to the oil passage 80e.

  Similarly to the first electromagnetic solenoid valve 86a, the second electromagnetic solenoid valve 86b has its spool displaced when energized (turned on), and the hydraulic pressure supplied from the hydraulic pump 60 via the oil passage 80d is the second switching valve. It is output to the other end side of 84b. As a result, the spool of the second switching valve 84b is displaced to one end side, so that the hydraulic oil in the oil passage 80e is supplied to the second speed hydraulic clutch C2 via the oil passage 80h. On the other hand, when the second electromagnetic solenoid valve 86b is not energized (turned off) and the hydraulic pressure is not output to the other end of the second switching valve 84b, the hydraulic fluid in the oil passage 80e is hydraulically supplied through the oil passage 80i. It is supplied to the clutch C3.

  That is, when both the first and second electromagnetic solenoid valves 86a and 86b are turned off, no hydraulic pressure is supplied to either of the hydraulic clutches C2 and C3, and therefore the output first speed gear 74 and the output shaft 58 are connected to the first speed clutch. Combined with C1, the first speed is established.

  When both the first and second electromagnetic solenoid valves 86a and 86b are turned on, the hydraulic pressure is supplied to the second-speed hydraulic clutch C2, so that the counter second-speed gear 70 and the counter shaft 56 are coupled to increase the second speed. Establish. Further, when the first electromagnetic solenoid valve 86a is turned on and the second electromagnetic solenoid valve 86b is turned off, the hydraulic pressure is supplied to the third-speed hydraulic clutch C3, so that the counter third-speed gear 72 and the counter shaft 56 are coupled. The third speed is established. In this way, by controlling on / off of the first and second switching valves 84a and 84b, the gear position of the transmission 46 is selected (shift control is performed).

  The hydraulic oil (lubricating oil) from the hydraulic pump 60 is also supplied to lubricating parts (for example, shafts 54, 56, and 58) via the oil passages 80b and 80j, the regulator valve 88, and the relief valve 90. Further, an oil passage 80k for pressure release is appropriately connected to the first and second switching valves 84a and 84b and the first and second electromagnetic solenoid valves 86a and 86b, respectively.

  Returning to the description of FIG. 2, the shift mechanism 52 is connected to the shaft 58 of the speed change mechanism 50, and is arranged parallel to the vertical axis and rotatably supported, and the shaft 52a. The forward bevel gear 52b and the reverse bevel gear 52c that are connected to each other and rotated, and the clutch 52d that allows the propeller shaft 44 to engage with either the forward bevel gear 52b or the reverse bevel gear 52c.

  A shift electric motor (actuator) 92 for driving the shift mechanism 52 is disposed inside the engine cover 32, and its output shaft can be freely connected to the upper end of the shift rod 52 e of the shift mechanism 52 via the reduction gear mechanism 94. Is done. Accordingly, by driving the shift electric motor 92, the shift rod 52e and the shift slider 52f are appropriately displaced, thereby operating the clutch 52d to switch the shift position between the forward position, the reverse position and the neutral position. It is done.

  When the shift position is the forward movement position or the reverse movement position, the rotation of the shaft 58 of the speed change mechanism 50 is transmitted to the propeller shaft 44 via the shift mechanism 52, and thus the propeller 42 is rotated to move the hull 12 forward or backward. Produces thrust (propulsive force). The outboard motor 10 includes a power source (not shown) such as a battery attached to the engine 30, and then operating power is supplied to the electric motors 22, 40, 92 and the like.

  As shown in FIG. 3, a throttle opening sensor 96 is disposed in the vicinity of the throttle valve 38, and generates an output indicating the opening (throttle opening) TH of the throttle valve 38. A neutral switch 100 is disposed in the vicinity of the shift rod 52e, and outputs an ON signal when the shift position of the transmission 46 is the neutral position, and an OFF signal when the shift position is the forward position or the reverse position. A crank angle sensor 102 is attached in the vicinity of the crankshaft of the engine 30 and outputs a pulse signal for each predetermined crank angle.

  The outputs of the sensors and switches described above are input to an electronic control unit (hereinafter referred to as “ECU”) 110 mounted on the outboard motor 10. The ECU 110 is composed of a microcomputer equipped with a CPU, ROM, RAM, and the like, and is disposed inside the engine cover 32 of the outboard motor 10.

  As shown in FIG. 1, a steering wheel 114 that can be rotated by a marine vessel operator (not shown) is disposed near the cockpit 112 of the hull 12. A steering angle sensor 116 is attached to a shaft (not shown) of the steering wheel 114 and outputs a signal corresponding to the steering angle of the steering wheel 114 input by the operator.

  A remote control box 120 is disposed in the vicinity of the cockpit 112, and a shift / throttle lever (throttle lever, hereinafter simply referred to as “lever”) 122 is provided in the remote control box 120 so as to be freely operated by the operator. The lever 122 is attached to a rotating shaft (not shown) rotatably supported inside the remote control box 120, so that the lever 122 can be swung in the front-rear direction from the initial position. An instruction and an instruction for adjusting the engine speed including an acceleration / deceleration instruction for the engine 30 are input.

  A lever position sensor (throttle lever position change detection means) 124 is mounted inside the remote control box 120, and the operation position (operation angle; hereinafter also referred to as “operation amount”) LVR of the lever 122 by the vessel operator, A signal corresponding to the rotation angle of the rotation shaft of the lever 122 is output. The lever position sensor 124 is composed of a rotation angle sensor such as a potentiometer.

  Further, an inclination angle sensor 126 and a ship speed sensor (anti-water speed meter, slip ratio detecting means) 130 are disposed at appropriate positions of the hull 12. The tilt angle sensor 126 includes a pendulum to which a magnet is attached. The tilt angle sensor 126 detects a deviation from the vertical axis by a reed switch or the like (none of which is shown), and the tilt angle of the longitudinal axis of the hull 12 with respect to the navigation direction ( A signal corresponding to (inclination angle) α is output. Precisely, the tilt angle sensor 126 outputs a Lo signal when the tilt angle α is less than a predetermined angle α1, which will be described later, and outputs a Hi signal when the tilt angle α is equal to or larger than the predetermined angle α1. The ship speed sensor 130 outputs a signal corresponding to the speed (ship speed; hereinafter also referred to as “actual speed”) V of the ship 1. The outputs of these sensors are also input to the ECU 110.

  The ECU 110 controls the operation of the electric motors 22 and 92 based on the input sensor output and the like, and controls the speed change of the transmission 46. Further, the ECU 110 controls the operation of the throttle electric motor 40 based on the output of the lever position sensor 124. Specifically, when the lever 122 is operated by the operator, the throttle electric motor is controlled according to the operation amount. The throttle opening control is also performed by controlling the operation of 40 and opening / closing the throttle valve 38 to adjust the throttle opening TH.

  Further, the ECU 110 determines the fuel injection amount and ignition timing of the engine 30 based on the input sensor output, supplies the determined injection amount of fuel via the injector 132 (shown in FIG. 3), and performs ignition. The fuel / intake mixture injected is ignited according to the ignition timing determined via the device 134 (shown in FIG. 3).

  As described above, the outboard motor control apparatus according to this embodiment is a DBW (Drive By Wire) system apparatus in which the operation system (the steering wheel 114 and the lever 122) and the outboard motor 10 are disconnected mechanically. It is.

  FIG. 5 is a flowchart showing the shift control operation, throttle opening control operation, and ignition timing control operation of ECU 110. The illustrated program is executed by the ECU 110 every predetermined cycle (for example, 100 msec).

  In the following description, first, in S10, it is determined based on the output from the neutral switch 100 whether or not the shift position of the transmission 46 is in the neutral position. When the result in S10 is negative (in-gear), the process proceeds to S12, the throttle opening TH is detected (calculated) from the output of the throttle opening sensor 96, and the process proceeds to S14 for a predetermined time of the detected throttle opening TH (for example, A change amount (variation amount) DTH per 500 msec) is detected (calculated).

  Next, in S16, it is determined whether or not the engine operator has instructed the engine 30 to decelerate, in other words, whether or not the engine 30 is in an operating state in which the ship 1 is decelerated. Specifically, when the change amount DTH of the throttle opening TH is less than a threshold value DTH1 (for example, −0.5 deg) set to a negative value, the throttle valve 38 is driven in the valve closing direction. It is determined that deceleration is instructed to the engine 30.

  When the result in S16 is negative, the program proceeds to S18, where the output pulse of the crank angle sensor 102 is counted to detect (calculate) the engine speed NE, and the program proceeds to S20 to detect the change amount (variation amount) of the detected engine speed NE. ) DNE is detected (calculated). The change amount DNE is obtained by subtracting the currently detected engine speed NE from the engine speed NE detected in the previous program loop.

  Next, in S22, it is determined whether or not the bit of the post-acceleration second speed shift completed flag (hereinafter referred to as “second speed shift flag”) is zero. As will be described later, this flag bit is set to 1 when shifting from 1st to 2nd after the end of acceleration, and is reset to 0 otherwise.

  Since the initial value of the second speed shift flag is 0, the determination in S22 is usually affirmed in the first program loop, and the process proceeds to S24 to determine whether the engine speed NE is equal to or higher than the predetermined speed NE1. The predetermined rotational speed NE1 will be described later.

  In the program loop immediately after engine startup, the engine speed NE is typically less than the predetermined engine speed NE1, so the determination in S24 is negative and the process proceeds to S26. In S <b> 26, it is determined whether or not the bit of the acceleration determination flag (described later, “acceleration flag” in the figure) is 0. Since the initial value of the acceleration determination flag is also set to 0, the determination here is usually affirmed in the first program loop, and the process proceeds to S28.

  In S28, the operation position (operation amount) LVR of the lever 122 is detected (calculated) from the output of the lever position sensor 124, and then the process proceeds to S30, in which the throttle valve 38 at the operation position LVR of the lever 122 is opened in a predetermined direction. A change amount (variation amount) DLVR per time (for example, 500 msec) is detected (calculated). Therefore, the change amount DLVR shows a positive value when the lever 122 is operated by the operator and the lever position changes in the direction to open the throttle valve 38, while the change amount DLVR becomes negative. Indicates the value.

  Next, in S32, whether or not the engine 30 has been instructed to accelerate (to be exact, sudden acceleration), in other words, the engine 30 is in an operation state in which the ship 30 accelerates (to be exact, sudden acceleration). Judge whether there is. This determination is performed based on the change amount DLVR of the operation position of the lever 122. Specifically, when the change amount DLVR is equal to or greater than the predetermined value DLVR1, it is determined that acceleration is instructed by the operator. Accordingly, the default value DLVR1 is set to a value that can be determined that an instruction to accelerate is given to the engine 30, for example, 0.5 deg.

  If NO in S32, that is, if there is no instruction to accelerate or decelerate the engine 30, the process proceeds to S34, and the first and second electromagnetic solenoid valves 86a and 86b (shown as "first SOL" and "second SOL" in the figure) are displayed. Both are turned on and the second speed is selected in the transmission 46, and then the process proceeds to S36, and the bit of the acceleration determination flag is reset to zero.

On the other hand, when the result in S32 is affirmative, the routine proceeds to S38, where a slip ratio (slip ratio) ε indicating the rotation state of the propeller 42 is detected (calculated), and the routine proceeds to S40, where the slip ratio ε per predetermined time (for example, 500 msec). A change amount (variation amount) Dε is detected (calculated). This slip ratio ε is detected based on the theoretical speed Va and the actual speed V of the ship 1, and specifically calculated using the following equation (1).
Slip rate ε = (theoretical speed Va (Km / h) −actual speed V (Km / h)) / theoretical speed Va (Km / h) (1)

In equation (1), the actual speed V is obtained based on the output of the ship speed sensor 130. The theoretical speed Va is calculated based on the operating state of the engine 30 and the transmission 46 and the specifications of the propeller 42 as shown in the following equation (2).
Theoretical speed Va (Km / h) = (engine speed NE (rpm) × propeller pitch (inch) × 60 × 2.54 × 10 ⁻⁵ ) / (speed ratio of gear stage) (2)

In equation (2), the propeller pitch is a value indicating a theoretical distance that can be traveled when the propeller 42 makes one rotation, and the gear ratio of the gear stage is the gear ratio of the gear stage currently selected in the transmission 46. For example, the gear ratio at the second speed is 2.0 as described above. The numerical value of 60 is for converting the engine speed NE per minute into a value per hour, and the numerical value of 2.54 × 10 ⁻⁵ is for converting the propeller pitch from inches to kilometers. Is.

  Next, in S42, the throttle opening TH of the engine 30 is controlled so as to suppress the increase in the slip ratio ε of the propeller 42. That is, when the engine 30 is instructed to accelerate, as described above, the propeller 42 easily entrains air bubbles generated in the vicinity due to the increase in the rotational speed, and the slip ratio ε increases and the grip force is relatively high. May be weak. Therefore, in S42, the throttle opening TH is appropriately corrected to prevent the slip ratio ε from increasing.

  FIG. 6 is an explanatory graph showing the characteristics of the throttle opening TH with respect to the operation amount (operation position) LVR of the lever 122. In FIG. 6, the characteristic before correcting the throttle opening TH is indicated by a broken line, and the characteristic after correction is indicated by a solid line.

  As shown in the figure, in the process of S42, the operation of the electric motor 40 for throttle is controlled so as to decrease the change speed of the throttle opening TH with respect to the operation amount LVR of the lever 122 (decrease the increase in the throttle opening TH). I tried to do it. As a result, when the acceleration is instructed to the engine 30, specifically, when the operation amount LVR of the lever 122 increases, the throttle valve 38 is opened more gently than before the correction, It is difficult for the engine speed NE to increase rapidly, in other words, it is difficult for the speed of the propeller 42 to rapidly increase. As a result, it is possible to suppress the generation of bubbles near the propeller 42 and to suppress the slip rate ε from increasing.

  Next, in S44, it is determined whether or not the slip rate ε is equal to or less than a first predetermined value ε1 and the slip rate change amount Dε is equal to or less than a specified value Dε1. The predetermined value ε1 is set to a relatively low value, for example 0.3, so that it can be determined that the grip force is relatively strong when the slip rate ε is less than that. Further, the specified value Dε1 is specifically set to 0, and therefore, the subsequent stage determines whether or not the change amount Dε is 0 or a negative value. That is, S44 is a process of determining whether or not the slip ratio ε decreases in the propeller 42 and the grip force is relatively strong.

  When the result in S44 is affirmative, the program proceeds to S46, in which both the first and second electromagnetic solenoid valves 86a and 86b are turned off, and the speed of the transmission 46 is changed (shifted down) from the second speed to the first speed. As a result, the output torque of the engine 30 is amplified by the transmission 46 (precisely, the speed change mechanism 50) shifted down to the first speed and transmitted to the propeller 42 via the drive shaft 44, thereby improving the acceleration performance. To rise. When shifting to the first speed in S46, the control for correcting the throttle opening TH of the engine 30 is ended, and the normal control, specifically, the throttle opening based on the characteristics shown by the broken line in FIG. Control TH.

  Next, in S48, the bit of the acceleration determination flag is set to 1. That is, this flag is set to 1 when it is determined that acceleration has been instructed to the engine 30 and then the gear position is shifted from the 2nd speed to the 1st speed, and is reset to 0 otherwise. . If the bit of this flag is set to 1, the next and subsequent program executions are denied in S26 and the processing from S28 to S44 is skipped.

  Thus, acceleration is instructed after the engine 30 is started, and during normal operation until the slip rate ε satisfies the above-described conditions, the transmission 46 is configured to be in the second speed. The ease of use of the outboard motor 10 can be equivalent to that of the outboard motor that does not include a transmission.

  On the other hand, when the result in S44 is negative, the program proceeds to S50, in which it is determined whether or not the slip ratio ε is equal to or greater than a second predetermined value ε2 set higher than the first predetermined value ε1. The second predetermined value ε2 is set to such a value that it can be determined that the gripping force of the propeller 42 is relatively weak when the slip ratio ε is higher than that, for example, 0.5. That is, S50 is a process for determining whether or not the slip ratio ε is increased and the gripping force of the propeller 42 is weakened even though the throttle opening TH is corrected in S42.

  When the result in S50 is affirmative, the program proceeds to S52, where the bit of the ignition timing retard flag (initial value 0, indicated as “retard flag” in the figure) is set to 1. When the bit of this flag is set to 1, control is performed to retard the ignition timing of the engine 30 in a program (not shown). Specifically, the ignition timing calculated based on the engine speed NE or the like is predetermined. Is retarded by an amount of retardation (for example, 5 degrees), and the output of the engine 30 is reduced.

  When the output of the engine 30 is reduced, the gripping force of the propeller 42 increases instantaneously thereafter, and the slip ratio ε decreases and becomes less than the second predetermined value ε2. At that time, the result in S50 is negative and the program proceeds to S54, where the bit of the ignition timing retard flag is reset to 0, the aforementioned retard control is stopped, and normal ignition timing control is executed.

  After shifting the transmission 46 to the first speed in S46, the engine speed NE gradually increases, and when the acceleration using the torque amplification at the first speed is completed (when the acceleration region is saturated), the engine speed NE is The predetermined rotational speed NE1 is reached (reached). Therefore, the determination in S24 is affirmative and the process proceeds to S56 and subsequent steps. Therefore, the predetermined rotational speed NE1 is set to a relatively high value, and specifically, a value (for example, 6000 rpm) at which it can be determined that the acceleration at the first speed has been completed.

  In S56, it is determined whether or not the engine speed NE is stable. In other words, it is determined whether or not the engine 30 is in a stable operating state. Here, it is determined that the engine speed NE is stable when the absolute value of the change amount DNE of the engine speed NE is less than the threshold value DNE1. Therefore, the threshold value DNE1 is set to a value that can determine that the engine speed NE is stable and the change amount DNE is relatively small, for example, 500 rpm.

  When the result in S56 is negative, the program is terminated with the first speed, while when the result is affirmative, the process proceeds to S58, and it is determined whether or not the hull 12 is in a planing state (planing state). In S58, based on the output (Hi, Lo signal) of the tilt angle sensor 126, it is determined whether or not the tilt angle α of the longitudinal axis of the hull 12 with respect to the navigation direction (traveling direction) is less than the predetermined angle α1. It is determined whether 12 is in a sliding state.

  Specifically, when acceleration is instructed to the engine 30 and the speed of the ship 1 is increased, the hull 12 is in a so-called hump state in which the bow rises and the stern 12a sinks. In this hump state, the inclination angle α of the ship 1 is equal to or greater than the predetermined angle α1. After that, when the acceleration is finished and the speed of the ship 1 is stabilized, the hull 12 is lowered and the bow of the hull 12 is lowered to be in a sliding state. More specifically, the inclination angle α of the ship 1 decreases to less than the predetermined angle α1.

  Therefore, in S58, when the inclination angle α is less than the predetermined angle α1, it is determined that the acceleration is finished and the hull 12 is in a sliding state. The predetermined angle α1 is set to a relatively small value at which it can be determined that the hull 12 is in a sliding state, for example, 5 deg.

  When the result in S58 is negative, the program is terminated as it is. When the result is affirmative, the program proceeds to S60, in which both the first and second electromagnetic solenoid valves 86a and 86b are turned on to change the speed of the transmission 46 from the first speed to the second speed. In addition to shifting to a high speed (shifting up), the process proceeds to S62 and the bit of the second speed shift flag is set to 1. As a result, the rotational speeds of the drive shaft 52a and the propeller shaft 44 are increased. As a result, the boat speed reaches the maximum speed (in terms of engine performance), and the speed is improved.

  When the bit of the 2nd speed shift flag is set to 1 in S62, the next and subsequent program executions are denied in S22, and the process proceeds to S60 and S62 described above. When the result in S16 is affirmative, the program proceeds to S64, in which both the first and second electromagnetic solenoid valves 86a and 86b are turned on to shift the speed of the transmission 46 to the second speed. Thereafter, the process proceeds to S66 and S68, and all the bits of the second speed shift flag and the acceleration determining flag are reset to zero.

  Further, when the lever 122 is operated by the operator and the shift position of the transmission 46 is switched to the neutral position, the result in S10 is affirmative and the process proceeds to S70, and the first and second electromagnetic solenoid valves 86a and 86b are turned off to change the speed. The gear 46 of the machine 46 is changed from the second speed to the first speed.

  FIG. 7 is a time chart for explaining a part of the above processing.

  As shown in FIG. 7, first, during normal operation from time t0 to t1, the transmission 46 is set to the second speed (S34), and the change amount DLVR of the operation position LVR of the lever 122 is greater than or equal to the predetermined value DLVR1 at time t1. When it is determined that the engine 30 is instructed to accelerate (S32). Immediately after the acceleration, the propeller 42 entrains bubbles generated in the vicinity and the slip rate ε increases, so at time t1, control for correcting the throttle opening TH of the engine 30 is started so as to suppress the increase (S42). .

  Thereafter, when the slip ratio ε gradually decreases to become the first predetermined value ε1 or less at time t2, and the slip ratio change amount Dε becomes the specified value Dε or less, the transmission 46 is changed from the second speed to the first speed. (S46). At this time, the correction control of the throttle opening TH is terminated.

  Next, the engine speed NE gradually increases, and at time t3, it is determined that the engine speed NE1 is equal to or higher than the predetermined speed NE1 (S24), and when it is determined that the hull 12 is in a sliding state (S58), the first speed is changed to the second speed. The gear is changed (S60).

  Note that, as indicated by the imaginary line between the time t1 and the time t2, the slip rate ε is set to the second value at the time ta, although the throttle opening TH is controlled so as to suppress the increase in the slip rate ε. When it is determined that the value is equal to or greater than the predetermined value ε2 (S50), the bit of the ignition timing retard flag is set to 1 to reduce the output of the engine 30 (S52).

  By reducing the output of the engine 30, the grip force increases, in other words, the slip ratio ε decreases, and when it is determined that it is less than the second predetermined value ε2 at time tb (S50), the ignition timing retard flag Is reset to 0 to stop the decrease in the output of the engine 30 (S54).

  As described above, in the first embodiment of the present invention, when the second speed is selected in the transmission 46, it is determined whether or not acceleration is instructed to the engine 30 by the vessel operator. When the slip ratio ε of the propeller 42 is detected based on the theoretical speed Va and the actual speed V and it is determined that acceleration is instructed, the throttle opening TH of the engine 30 is controlled so as to suppress the increase in the detected slip ratio ε. In addition, when the detected slip ratio ε is equal to or less than the first predetermined value ε1 and the slip ratio change amount Dε is equal to or less than the specified value Dε1, the gear shifts from the second speed to the first speed. Therefore, the operations of the engine 30 and the transmission 46 during acceleration can be appropriately controlled, and thus the acceleration performance immediately after acceleration can be improved.

  That is, when it is determined that acceleration is instructed to the engine 30, the throttle of the engine 30 is controlled so as to suppress the increase in the slip ratio ε of the propeller 42, in other words, suppress the decrease in the grip force of the propeller 42. While controlling the opening degree TH, it is possible to shift from the second speed to the first speed when the slip ratio ε is equal to or less than the first predetermined value ε1 and the slip amount change amount Dε is equal to or less than the specified value Dε1. In other words, it is possible to shift from the second speed to the first speed at an appropriate timing when the slip ratio ε decreases and becomes a relatively low value (that is, the grip force increases). As a result, the output torque of the engine 30 is amplified by the transmission 46 and transmitted to the propeller 42, and the speed of the ship 1 starts to increase immediately, and the acceleration performance immediately after the outboard motor 10 is accelerated can be improved. it can.

  Further, when it is determined that acceleration has been instructed, and the detected slip ratio ε becomes equal to or higher than a second predetermined value ε2 set higher than the first predetermined value ε1, the output of the engine 30 is decreased. Even when the throttle opening TH of the engine 30 is controlled so as to suppress the increase in the slip ratio ε, the output of the engine 30 is instantaneously reduced when the slip ratio ε is relatively high. Thus, the slip ratio ε can be reduced, in other words, the grip force can be increased, and then the gear can be shifted from the second speed to the first speed at an appropriate timing when the slip ratio ε is relatively low. Thereby, operation | movement of the engine 30 and the transmission 46 at the time of acceleration can be controlled more appropriately, Therefore The acceleration performance immediately after acceleration can be improved further.

  Further, since the output of the engine 30 is reduced via the ignition timing of the engine 30, it is determined that acceleration is instructed to the engine 30, and the slip ratio ε is equal to or greater than the second predetermined value ε2. When this happens, it becomes possible to retard the ignition timing, for example, so that the output of the engine 30 can be reliably reduced.

  Further, when the change amount DLVR in the direction of opening the throttle valve 38 of the operation position LVR of the throttle lever 122 is detected, and when the detected change amount DLVR of the throttle lever operation position is equal to or greater than the predetermined value DLVR1, the ship operator Thus, it is determined that the acceleration is instructed, so that it is possible to accurately determine that the acceleration is instructed.

  Next, an outboard motor control apparatus according to a second embodiment of the present invention will be described.

  The description will be focused on the difference from the first embodiment. In the second embodiment, the output of the engine 30 is reduced via the fuel injection amount of the engine 30 instead of the ignition timing. did.

  FIG. 8 is a flowchart partially showing the shift control operation, throttle opening control operation, and fuel injection amount control operation of the ECU 110 in the outboard motor control apparatus according to the second embodiment, centering on the differences from FIG. It is a chart. Note that the reference numerals of the steps for performing the same processing are the same as those in FIG.

  As shown in FIG. 8, the same processing as in the first embodiment is performed up to S50. When the result in S50 is affirmative, the processing proceeds to S52a, and the bit of the fuel injection amount reduction flag (initial value 0) is set to 1. When the flag bit is set to 1, control is performed to reduce the fuel injection amount supplied to the engine 30 in a program (not shown), specifically, the fuel calculated based on the engine speed NE or the like. The injection amount is decreased (decreased) by a predetermined amount, and the output of the engine 30 is decreased. That is, S52a corresponds to the process of reducing the output of the engine 30 as in S52 of the first embodiment.

  On the other hand, when the result in S50 is negative, the program proceeds to S54a, in which the bit of the fuel injection amount reduction flag is reset to 0, and the fuel injection amount reduction control described above is stopped, or the normal fuel injection control is performed without performing the reduction control. Run. Accordingly, the timing for setting the bit of the fuel injection amount reduction flag to 1 or 0 in the second embodiment is the same as that of the ignition timing retard flag in FIG.

  Thus, in the second embodiment, since the output of the engine 30 is reduced via the fuel injection amount of the engine 30, it is determined that the engine 30 has been instructed to accelerate, When the slip rate ε becomes equal to or greater than the second predetermined value ε2, for example, the fuel injection amount can be reduced, and the output of the engine 30 can be reliably reduced.

  The remaining configuration and effects are the same as those of the first embodiment, and thus description thereof is omitted.

  As described above, in the first and second embodiments of the present invention, the power transmission shaft (propeller shaft) 44 that transmits the power from the internal combustion engine (engine) 30 to the propeller 42 is inserted and at least 1 In an outboard motor control device comprising a transmission 46 having a speed stage composed of a speed and a second speed, wherein the output of the internal combustion engine is shifted at a selected speed stage among the speed stages and transmitted to the propeller. When the second speed is selected, acceleration instruction determination means for determining whether or not acceleration is instructed by the operator to the internal combustion engine 30 (ECU 110, S32), the outboard motor 10 is mounted. Slip rate detection means for detecting the slip rate ε of the propeller 42 based on the theoretical speed Va and the actual speed V of the ship 1 (ship speed sensor 130, ECU 110, S38), and the acceleration is instructed. A throttle opening degree control means for controlling the throttle opening degree TH of the internal combustion engine 30 so as to suppress an increase in the detected slip ratio ε (ECU 110, S42), and the throttle opening degree control means. Is used to control the throttle opening TH of the internal combustion engine 30, the detected slip rate ε is equal to or less than a first predetermined value ε1, and the slip rate change amount Dε is equal to or less than a specified value Dε1. The shift control means for controlling the operation of the transmission 46 so as to shift from the second speed to the first speed (ECU 110, S44, S46) is provided.

  Further, when it is determined that the acceleration is instructed and the detected slip ratio ε becomes equal to or higher than a second predetermined value ε2 set higher than the first predetermined value ε1, the internal combustion engine 30 An internal combustion engine output reduction means (ECU110, S50, S52, S52a) for reducing the output is provided.

  The internal combustion engine output reduction means is configured to reduce the output of the internal combustion engine via at least one of the ignition timing of the internal combustion engine 30 and the fuel injection amount (S52, S52a).

  Further, when operated by a marine vessel operator, a throttle lever (shift / throttle lever) 122 for opening and closing the throttle valve 38 of the internal combustion engine 30 and a direction for opening the throttle valve 38 at the operation position LVR of the throttle lever 122 And a throttle lever position change detection means (lever position sensor 124, ECU 110, S30) for detecting a change amount DLVR to the acceleration direction, and the acceleration instruction determination means is the detected change amount DLVR of the throttle lever operation position. When the value is equal to or greater than the predetermined value DLVR1, it is determined that the acceleration is instructed by the operator (S32).

  In the above, in order to reduce the output of the engine 30, the ignition timing is retarded in the first embodiment and the fuel injection amount is reduced in the second embodiment. Further, for example, the engine 30 may be configured to reduce the output of the engine 30 by performing ignition cut or fuel cut. From this point of view, the third aspect of the present invention describes that “the output of the internal combustion engine is reduced via at least one of the ignition timing and the fuel injection amount of the internal combustion engine”.

  Further, the ship speed sensor 130 is arranged on the hull 12 and the actual speed V of the ship 1 is detected. However, the present invention is not limited to this. For example, a GPS (Global Positioning System) is used for detection. May be.

  Further, although the outboard motor has been described as an example, the present invention can also be applied to an outboard motor having a transmission. In addition, the first and second predetermined values ε1, ε2, the prescribed value Dε1, the predetermined value DLVR1, the displacement of the engine 30, and the like are shown as specific values, but these are examples and are not limited. .

  10 outboard motor, 30 engine (internal combustion engine), 38 throttle valve, 42 propeller, 44 propeller shaft (power transmission shaft), 46 transmission, 110 ECU (electronic control unit), 122 shift throttle lever (throttle lever), 124 Lever position sensor (throttle lever position change detection means), 130 Ship speed sensor (slip ratio detection means)

Claims (4)

The power transmission shaft is inserted into a power transmission shaft for transmitting power from the internal combustion engine to the propeller, and has at least a first speed and a second speed, and the output of the internal combustion engine is selected from the selected speed stages. In an outboard motor control device comprising a transmission that changes speed and transmits to the propeller,
a. An acceleration instruction determination means for determining whether or not acceleration is instructed by a vessel operator to the internal combustion engine when the second speed is selected;
b. Slip ratio detecting means for detecting a slip ratio of the propeller based on a theoretical speed and an actual speed of a ship on which the outboard motor is mounted;
c. Throttle opening control means for controlling the throttle opening of the internal combustion engine so as to suppress an increase in the detected slip ratio when it is determined that the acceleration is instructed;
d. When the throttle opening degree of the internal combustion engine is controlled by the throttle opening degree control means, the detected slip ratio is equal to or less than a first predetermined value, and the change amount of the slip ratio is equal to or less than a specified value. Shift control means for controlling the operation of the transmission so as to shift from the second speed to the first speed;
An outboard motor control device comprising: e. An internal combustion engine that reduces the output of the internal combustion engine when it is determined that the acceleration is instructed and the detected slip ratio is equal to or higher than a second predetermined value that is set higher than the first predetermined value. Output reduction means,
The outboard motor control device according to claim 1, further comprising:   The outboard motor control device according to claim 2, wherein the internal combustion engine output reduction means reduces the output of the internal combustion engine via at least one of an ignition timing and a fuel injection amount of the internal combustion engine. f. A throttle lever that opens and closes the throttle valve of the internal combustion engine when operated by a ship operator;
g. A throttle lever position change amount detecting means for detecting a change amount in a direction of opening the throttle valve of the operation position of the throttle lever;
The acceleration instruction determination means determines that the acceleration is instructed by a ship operator when the detected change amount of the throttle lever operation position is equal to or greater than a predetermined value. 4. The outboard motor control device according to any one of 3 above.

Images